Electronic compression and rebound control

ABSTRACT

An electronic valve assembly for a vehicle suspension damper is described in which a first electronic valve is disposed along a fluid flow path extending between a compression region of a damping cylinder and a fluid reservoir chamber. The first electronic valve controls flow of fluid from the compression region into the fluid reservoir chamber. A second electronic valve is disposed along a fluid flow path extending between a rebound region of the damping cylinder and the compression region. The second electronic valve controls flow of fluid from the rebound region into the compression. The first electronic valve does not reside in the fluid flow path extending from the rebound region into the compression region, and the second electronic valve does not reside in the fluid flow path extending from the compression region into the fluid reservoir chamber.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and is a continuation of theco-pending patent application having application Ser. No. 16/986,852,filed on Aug. 6, 2020, entitled “ELECTRONIC COMPRESSION AND REBOUNDCONTROL” by Ivan Tong, assigned to the assignee of the presentapplication, having Attorney Docket No. FOX-P4-5-16-US.CON, and ishereby incorporated by reference in its entirety herein.

The application with Ser. No. 16/986,852 claims priority to and is acontinuation of the patent application having application Ser. No.15/482,507, filed on Apr. 7, 2017, now U.S. Pat. No. 10,737,546,entitled “ELECTRONIC COMPRESSION AND REBOUND CONTROL” by Ivan Tong,assigned to the assignee of the present application, having AttorneyDocket No. FOX-P4-5-16-US, and is hereby incorporated by reference inits entirety herein.

The application with Ser. No. 15/482,507 claims the benefit of andclaims priority of U.S. provisional patent application Ser. No.62/320,368, filed on Apr. 8, 2016, entitled “SINGLE VALVED TAILOREDELECTRONIC COMPRESSION AND REBOUND CONTROL” by Ivan Tong, assigned tothe assignee of the present application, having Attorney Docket No.FOX-P4-5-16.PRO, and is hereby incorporated by reference in its entiretyherein.

BACKGROUND Field of the Invention

Embodiments generally relate to a damper assembly for a vehicle. Morespecifically, the invention relates to an adjustable damper for use witha vehicle suspension.

Description of the Related Art

Vehicle suspension systems typically include a spring component orcomponents and a dampening component or components. Typically,mechanical springs, like helical springs are used with some type ofviscous fluid-based dampening mechanism and the two are mountedfunctionally in parallel. In some instances, a spring may comprisepressurized gas and features of the damper or spring areuser-adjustable, such as by adjusting the air pressure in a gas spring.A damper may be constructed by placing a damping piston in afluid-filled cylinder (e.g., liquid such as oil). As the damping pistonis moved in the cylinder, fluid is compressed and passes from one sideof the piston to the other side. Often, the piston includes vents therethrough which may be covered by shim stacks to provide for differentoperational characteristics in compression or extension.

Conventional damping components provide a constant damping rate duringcompression or extension through the entire length of the stroke. Otherconventional damping components provide mechanisms for varying thedamping rate. Further, in the world of bicycles, damping components aremost prevalently mechanical. As various types of recreational andsporting vehicles continue to become more technologically advanced, whatis needed in the art are improved techniques for varying the dampingrate.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1 is a perspective view of a vehicle suspension damper including anelectronic valve assembly, in accordance with an embodiment of thepresent invention.

FIG. 2 is a cut-away view of a vehicle suspension damper depicted duringcompression, in accordance with an embodiment of the present invention.

FIG. 3 is a cut-away view of an electronic valve assembly, including acompression fluid flow path, in accordance with an embodiment of thepresent invention.

FIG. 4 is a cut-away view of a vehicle suspension damper depicted duringcompression, in accordance with an embodiment of the present invention.

FIG. 5 is a cut-away view of an electronic valve assembly including arebound fluid flow path, in accordance with an embodiment of the presentinvention.

FIG. 6 is a cut-away view of an electronic valve assembly including afluid flow path from a reservoir chamber back into the damping cylinder,in accordance with an embodiment of the present invention.

FIG. 7 is a schematic diagram depicting various sensors and a controlsystem used in conjunction with an electronic valve assembly foradjusting a damping force in a vehicle suspension damper, in accordancewith an embodiment of the present invention.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention may be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, objects, and circuits havenot been described in detail as not to unnecessarily obscure aspects ofthe present disclosure.

Notation and Nomenclature

Unless specifically stated otherwise as apparent from the followingdiscussions, it is appreciated that throughout the present Descriptionof Embodiments, discussions utilizing terms such as “sensing” or thelike, often refer to the actions and processes of a computer system orsimilar electronic computing device (or portion thereof) such as, butnot limited to, a control system. (See FIG. 7 ) The electronic computingdevice manipulates and transforms data represented as physical(electronic) quantities within the electronic computing device'sprocessors, registers, and/or memories into other data similarlyrepresented as physical quantities within the electronic computingdevice's memories, registers and/or other such information storage,processing, transmission, and/or display components of the electroniccomputing device or other electronic computing device(s). Under thedirection of computer-readable instructions, the electronic computingdevice may carry out operations of one or more of the methods describedherein.

Overview of Discussion

As is generally known, shock absorbers, may be applied to single ormulti-wheeled vehicles. These shock absorbers may include an electronicvalve or a plurality of electronic valves. Sensors may be attached tothe vehicle and provide information, to a control system attached to theelectronic valve, on acceleration (with respect to a bicycle), and onacceleration, tilt, velocity and position (with respect to vehicles withmore than two wheels). The control system accesses the sensor signalsand actuates the electronic valve to provide variable damping. Adetailed description of electronic valves and corresponding control ofvehicle suspension dampers is found in U.S. Pat. No. 9,452,654 entitled“Method and Apparatus for An Adjustable Damper” dated Sep. 27, 2016which is assigned to the assignee of the present application, and whichis hereby incorporated by reference in its entirety herein.

Example conventional and novel techniques, systems, and methods forcontrolling vehicle motion are described herein. Herein, a novelelectronic valve assembly and its functioning is described. This novelelectronic valve assembly is not only utilized to perform theconventional methods for controlling a vehicle's motion, but also novelmethods for controlling a vehicle's motion by enabling even moreselective damping to occur.

Detailed Description of the Present Electronic Valve Assembly andOperation Thereof

FIG. 1 is a perspective view of a vehicle suspension damper 100. Asshown in FIG. 1 , vehicle suspension damper 100 includes a dampingcylinder 102 and a reservoir chamber 104 in fluid communication withdamping cylinder 102. Vehicle suspension damper 100 also includes anelectronic valve assembly 106. FIG. 1 also includes a piston shaft 108which can move telescopically with respect to damping cylinder 102.Although the present embodiment specifically refers to a twin-tubevehicle suspension damper, embodiments of the present invention are alsowell-suited to use with other types of vehicle suspension dampersincluding, but not limited to, a monotube vehicle suspension damper

Referring now to FIG. 2 , a cut-away view of vehicle suspension damper100 is shown. As shown in FIG. 2 , vehicle suspension damper 100includes a damping piston 110 coupled to piston shaft 108. Dampingcylinder 102 includes an annular chamber 118 which surrounds theinterior chamber in which damping piston 110 travels. In the embodimentof FIG. 2 , damping cylinder 102 includes bypass openings (typicallyshown as 112) which fluidically couple the interior of damping cylinder102 with annular chamber 118. It will be understood that bypass openings112 in combination with annular chamber 118 are utilized to achieveposition dependent damping in vehicle suspension damper 100.Additionally, in some embodiments of the present invention, dampingpiston 110 will have valving therein to allow fluid to pass throughdamping piston 110 during compression movement (i.e. motion of pistonshaft 108 and damping piston 110 into damping cylinder 102 as shown byarrows 120).

Referring still to FIG. 2 , as is typically understood, damping piston110 at least partially defines a compression region 114 residing abovedamping piston 110. Similarly, damping piston 110 also at leastpartially defines a rebound region 116 residing below damping piston110. It will be understood that the volume of compression region 114will vary as the position of damping piston 110 changes within dampingcylinder 102. Similarly, it will be understood that the volume ofrebound region 116 will vary as the position of damping piston 110changes within damping cylinder 102. Moreover, it will be understoodthat compression region 114 and/or rebound region 116 may also bedefined as including at least a portion of annular chamber 118 dependingupon the state (compression or rebound) of vehicle suspension damper100.

Referring again to FIG. 2 , during compression of vehicle suspensiondamper 100, fluid will typically flow from above damping piston 110 intobypass openings 112, through annular chamber 118 and ultimately intorebound region 116 beneath damping piston 110. Additionally, in someembodiments, during compression, fluid will also pass from compressionregion 114 to rebound region 116 by passing through valving in dampingpiston 110. As piston shaft 108 enters damping cylinder 102, fluid isdisplaced by the additional volume of piston shaft 108 which entersdamping cylinder 102. The fluid displaced by piston shaft 108 isreferred to as shaft displaced fluid.

Referring now to FIG. 3 , a cut-away view of electronic valve assembly106 is shown including a fluid flow path, shown by arrow 316. Electronicvalve assembly 106 includes a first electronic valve 300 and a secondelectronic valve 310. Among various other components, first electronicvalve 300 includes a valve piston 302, and second electronic valve 310includes a valve piston 312. The structure and operation of electronicvalves are described in detail in U.S. Pat. No. 9,452,654 which, asstated above, is incorporated herein by reference in its entirety.Unlike the teachings of U.S. Pat. No. 9,452,654, in the presentembodiments, first electronic valve 300 and second electronic valve 310are disposed offset with respect to each other. As a result, in thepresent embodiments, valve piston 302 and valve piston 312 are notequally spaced from damping cylinder 102. More specifically, in thepresent embodiment, the distance of valve piston 302 from dampingcylinder 102 is greater than the distance of valve piston 312 fromdamping cylinder 102. Furthermore, in the present embodiment, unlike theteachings U.S. Pat. No. 9,452,654, a channel 314 between firstelectronic valve 300 and second electronic valve 310 is disposed suchthat channel 314 is located in front of valve piston 302. That is,channel 314 is closer to damping cylinder 102 than is valve piston 302.Additionally, as shown in FIG. 3 , in the present embodiment, channel314 between first electronic valve 300 and second electronic valve 310is disposed such that channel 314 is located behind valve piston 312.That is, valve piston 312 is closer to damping cylinder 102 than ischannel 314.

Referring still to FIG. 3 , several significant benefits are realized bythe offset orientation of first electronic valve 300 and secondelectronic valve 310. In the present embodiment, first electronic valve300 is disposed along a fluid flow path (see arrow 316) extendingbetween compression region 114 (of FIG. 2 ) of damping cylinder 102 andreservoir chamber 104 (of FIG. 2 ). During compression, shaft displacedfluid flows from damping cylinder 102 through first electronic valve 300along a fluid flow path indicated by arrow 316. The shaft displacedfluid flows through valve piston 302 and then (via an opening, notshown) into reservoir chamber 104 (See arrow 122 of FIG. 2 ). In sodoing, in the present embodiment, first electronic valve 300 controlsthe flow of shaft displaced fluid from compression region 114 of dampingcylinder 102 into reservoir chamber 104. Importantly, in the presentembodiment, unlike the teachings of U.S. Pat. No. 9,452,654, shaftdisplaced fluid flows only through first electronic valve 300 and intoreservoir chamber 104. That is, in the present embodiment, shaftdisplaced fluid does not flow through second electronic valve 310. Thus,in the present embodiment, second electronic valve 310 does not residein the fluid flow path 316 extending from compression region 114 ofdamping cylinder 102 into reservoir chamber 104.

Importantly, it should be noted that in various embodiments of thepresent invention, first electronic valve 300 is operated independentlyof second electronic valve 310. Similarly, in various embodiments of thepresent invention, second electronic valve 310 is operated independentlyof first electronic valve 300. Thus, in various embodiments, the presentinvention provides independent control of compression and rebounddamping of vehicle suspension damper 100. A further description ofvarious sensors and a control system used in conjunction with firstelectronic valve 300 to control vehicle suspension damper 100 and adjusta damping force therein is provided below.

With reference now to FIGS. 2 and 3 , in the present embodiment, onlyshaft displaced fluid flows through first electronic valve 300. As aresult, first electronic valve 300 can be smaller than a valve whichneeds to control more fluid than just the shaft displaced fluid. Thisallows electronic valve assembly 106 to be smaller and less expensivethan a valve assembly that is required to control a larger volume offluid. Further, as first electronic valve 300 operates by controlling asmaller volume of fluid (only the shaft displaced fluid), firstelectronic valve 300 is able to effectively provide control ofcompression damping for vehicle suspension damper 100 even during lowspeed movement of piston shaft 108 and damping piston 110. Additionally,the inclusion of bypass openings 112 and annular chamber 118, along withcontrolling shaft displaced fluid flow, enables the present embodimentto concurrently achieve position dependent damping and compressiondamping control even during low speed movement of piston shaft 108 anddamping piston 110.

With reference now to FIG. 4 , a cut-away view of vehicle suspensiondamper 100 is shown. During rebound of vehicle suspension damper 100(i.e. movement of piston shaft 108 and damping piston 110 out of dampingcylinder 102 as shown by arrows 402), fluid will typically flow frombelow damping piston 110 through annular chamber 118 and ultimately intocompression region 114 above damping piston 110. Additionally, in someembodiments, during rebound, fluid will also pass from rebound region116 to compression region 114 by passing through valving in dampingpiston 110. In some embodiments, during rebound, fluid is prevented fromflowing through damping piston 110 such that all fluid must flow throughannular chamber 118 and ultimately into compression region 114 abovedamping piston 110. In some embodiments of the present invention, bypassopenings 112 (of FIG. 2 and not shown in FIG. 4 ) are closed duringrebound such that fluid is prevented from flowing from annular chamber118 through bypass openings into the region above damping piston 110.Additionally, as piston shaft 108 exits damping cylinder 102, fluid mustreplace the volume of piston shaft 108 which has exited damping cylinder102. The fluid which replaces the volume of piston shaft 108 which hasexited damping cylinder 102 is typically provided from reservoir chamber104.

Referring now to FIG. 5 , a cut-away view of electronic valve assembly106 is shown including a fluid flow path, shown by arrow 504. As statedabove, during rebound, fluid will typically flow from below dampingpiston 110 through annular chamber 118 and ultimately into compressionregion 114 above damping piston 110 (all of FIG. 4 ). As will bedescribed in detail below, in the present embodiment, electronic valveassembly 106 controls the flow of fluid from rebound region 116 (of FIG.4 ) and ultimately to compression region 114. As was described inconjunction with FIG. 3 , electronic valve assembly 106 includes a firstelectronic valve 300 and a second electronic valve 310. Among variousother components, first electronic valve 300 includes a valve piston302, and second electronic valve 310 includes a valve piston 312. Again,the structure and operation of electronic valves are described in detailin U.S. Pat. No. 9,452,654 which, as stated above, is incorporatedherein by reference in its entirety. Unlike the teachings of U.S. Pat.No. 9,452,654, in the present embodiments, first electronic valve 300and second electronic valve 310 are disposed offset with respect to eachother.

Referring again to FIGS. 4 and 5 , in the present embodiment, duringrebound, fluid flows from rebound region 116 through annular chamber 118through opening 502, and through second electronic valve 310. Morespecifically, in the present embodiment, during rebound, fluid flowsfrom beneath damping piston 110, into annular chamber 118, throughopening 502, and through second electronic valve 310. As describedbelow, second electronic valve 310 is configured to control flow offluid from rebound region 116 of damping cylinder 102 and intocompression region 114 of damping cylinder 102. Specifically, duringrebound, fluid flows through valve piston 312 of second electronic valve310, through channel 314 and then into compression region 114 of dampingcylinder 102 along a fluid flow path indicated by arrow 504.Importantly, in the present embodiment, unlike the teachings of U.S.Pat. No. 9,452,654, during rebound, fluid flows only through secondelectronic valve 310 (and valve piston 312) and back into compressionregion 114 of damping cylinder 102. That is, in the present embodiment,rebound fluid does not flow through first electronic valve 300. Thus, inthe present embodiment, first electronic valve 300 (including valvepiston 302) does not reside in fluid flow path 504 extending fromrebound region 116 of damping cylinder 102 into compression region 114.

With reference still to FIG. 5 , first electronic valve 300 does notimpede the flow of fluid during rebound. Thus, second electronic valve310 experiences a less pressurized flow of fluid than would beexperienced if fluid flow was subsequently impeded, during rebound, byfirst electronic valve 300. Additionally, as fluid flows rates tend belower during rebound than compression, second electronic valve 310 canbe smaller as it does not typically have handle higher fluid flow rates.As a result, second electronic valve 310 can be smaller than a valvewhich must control impeded fluid flow or greater fluid flow rates. Thesefactors allow electronic valve assembly 106 to be smaller and lessexpensive than a valve assembly that is required to handle impeded fluidflow or high fluid flow rates during rebound.

Importantly, it should be noted that in various embodiments of thepresent invention, second electronic valve 310 is operated independentlyof first electronic valve 300. Similarly, in various embodiments of thepresent invention, first electronic valve 300 is operated independentlyof second electronic valve 310. Thus, in various embodiments, thepresent invention provides independent control of rebound andcompression damping of vehicle suspension damper 100. A furtherdescription of various sensors and a control system used in conjunctionwith second electronic valve 310 to control vehicle suspension damper100 and adjust a rebound damping force therein is provided below.

With reference now to FIG. 6 , a cut-away view of electronic valveassembly 106 is shown including a fluid flow path, shown by arrow 602.As stated above, during rebound, piston shaft 108 exits damping cylinder102, and fluid must replace the volume of piston shaft 108 which hasexited damping cylinder 102 (all of FIG. 4 ). The fluid which replacesthe volume of piston shaft 108 which has exited damping cylinder 102 istypically provided from reservoir chamber 104 (of FIG. 4 ). In thepresent embodiment, unlike the teachings of U.S. Pat. No. 9,452,654,during rebound, fluid from reservoir chamber 104 flows only throughfirst electronic valve 300 and back into compression region 114 ofdamping cylinder 102. More specifically, fluid flows from reservoirchamber 104, through an opening, not shown, through valve piston 302,and back into compression region 114 of damping cylinder 102 along afluid flow path indicated by arrow 602. Hence, first electronic valve300 is configured to control flow of fluid from reservoir chamber 104 tocompression region 114 of damping cylinder 102. Importantly, in thepresent embodiment, fluid from reservoir chamber 104 does not flowthrough second electronic valve 310. Moreover, in the presentembodiment, second electronic valve 310 (including valve piston 312)does not reside in fluid flow path 602 extending from reservoir chamber104 into compression region 114.

As a result of fluid passing only through piston valve 302 and not alsothrough valve piston 312, a greater flow rate and a less pressurizedflow of fluid is achieved during rebound for the fluid flow coming fromreservoir chamber 104 towards compression region 114. Additionally, asshaft displaced fluid flow rates tend be low, and especially low duringrebound, first electronic valve 300 can be smaller as it does nottypically have to handle higher fluid flow rates. As a result, firstelectronic valve 300 can be smaller than a valve which must controlimpeded fluid flow or greater fluid flow rates. These factors allowelectronic valve assembly 106 to be smaller and less expensive than avalve assembly that is required to handle impeded shaft displaced fluidflow or high fluid flow rates during rebound.

As stated above, it should be noted that in various embodiments of thepresent invention, first electronic valve 300 is operated independentlyof second electronic valve 310. Thus, in various embodiments, thepresent invention provides independent control of the flow for thereplacement of shaft displaced fluid during rebound damping of vehiclesuspension damper 100. A further description of various sensors and acontrol system used in conjunction with first electronic valve 300 tocontrol the flow for the replacement of shaft displaced fluid and adjusta rebound damping force in vehicle suspension damper 100 is providedbelow.

With reference now to FIG. 7 , a schematic diagram depicting varioussensors and a control system used in conjunction with electronic valveassembly 106 for adjusting a damping force in vehicle suspension damper100 is provided. The structure and operation of the various componentsof FIG. 7 are described in detail in U.S. Pat. No. 9,452,654 which, asstated above, is incorporated herein by reference in its entirety.

FIG. 7 for controlling vehicle motion is described in relation tocontrolling the operation of a multi-wheeled vehicle that has more thantwo wheels, such as, but not limited to, trucks, cars, and morespecialized vehicles such as, but not limited to side-by-sides andsnowmobiles, in accordance with embodiments. It should be appreciatedthat while the following discussion focuses on vehicles with fourwheels, it should be appreciated that embodiments are not limited tocontrolling the operation upon vehicles with four wheels. For example,embodiments may be used with vehicles with three wheels, five wheels,six wheels, etc. Four-wheeled vehicles may have four vehicle suspensiondampers attached therewith, one vehicle suspension damper attached toeach wheel and to the vehicle's frame. In one embodiment, the embodimentdepicted in FIG. 7 includes an electronic valve assembly 106 asdescribed above.

Various components of FIG. 7 not only deduce the vertical accelerationvalues, but also deduce, from a received set of control signals (thatinclude acceleration values associated with various vehicle components),the roll and pitch of a vehicle with more than two wheels. Thesemeasured acceleration values relate to the tilt (e.g., roll, pitch) ofthe vehicle and are compared to a database having thereon preprogrammedacceleration threshold values associated with vehicle components as itrelates to tilt. Further, various components of FIG. 7 receive measuredvelocity values associated with user-induced events (e.g., turning asteering wheel, pressing/releasing a brake pedal, pressing/releasing thegas pedal, thereby causing a throttle to open/close). The control systemcompares these measured velocity values relating to user-induced eventsto a database having preprogrammed thereon velocity threshold valuesassociated with vehicle components. Based on the comparison performedwith regard to the measured acceleration values with the predeterminedacceleration threshold values and the measured velocity values with thepredetermined velocity threshold values, as well as the determined stateof valves within various vehicle suspension dampers attached to vehiclecomponents, the control system sends an activation signal to powersources of the vehicle suspension dampers. The activation signalactivates the power source to deliver a current to one or more of firstelectronic valve 300 and second electronic valve 310 of electronic valveassembly 106. Once delivered, first electronic valve 300 and secondelectronic valve 310 of electronic valve assembly 106 adjust to adesired state. The desired state is configured to adjust the dampingforce to reduce or eliminate the tilt of the vehicle's frame. In otherwords, the orientation of the vehicle frame is placed as close to levelas possible.

As will be described herein, various components of FIG. 7 also providevarious system modes within which the vehicle suspension dampers mayoperate, along with control modes for affecting roll and pitch dynamicsof the vehicle. Thus, described first herein are systems and methods forcontrolling a vehicle's motion by increasing and/or decreasing dampingforces within a vehicle suspension damper in quick response to sensedmovement of vehicle components (e.g., vehicle wheel base). These systemsand methods may be used in various types of multi-wheeled vehicles, suchas, but not limited to, side-by-sides (four-wheel drive off-roadvehicle), snow mobiles, etc. These systems and methods may be used tocontrol both the front and the rear shock. The systems and methodsdescribed herein quickly and selectively apply damping forces throughthe vehicle suspension dampers (that are coupled with both the vehicle'sforks and the vehicle's frame). Such damping enables the vehicle'sframe, and thus the vehicle's rider, to experience less accelerationthan that being experienced by the wheel base(s).

The system 700 and method, as will be described, detects rolls, pitches,and heaves of four-wheeled vehicles. For example and with regard todetecting rolls, if a car turns a corner sharply left and begins to rollto the right, embodiments sense the velocity of the steering wheel as itis being turned, as well as the translational acceleration associatedwith the roll experienced by the vehicle. The translational acceleration(distance/time²) associated with the roll measures side accelerations.In response to this sensing and in order to control the roll, a controlsystem causes the outer right front and back vehicle suspension dampersto firm up, in some embodiments. Of note, in some embodiments, thevehicle's pitch is measured by sensing the velocity of the throttlepedal as it is being pressed and/or released. In other embodiments, thevehicle's pitch may also be measured by sensing the velocity and/or theposition of the throttle pedal as it is being pressed and/or released.In yet other embodiments, the vehicle's pitch is measured by sensing theacceleration of the vehicle. Of further note, the control system doesnot utilize throttle pedal information to measure roll.

In one embodiment, the system 700 includes electronic valve assembly 106(that includes first electronic valve 300 and second electronic valve310) and the control system 704. In one embodiment, the control system704 includes the following components: a control signal accessor 756; afirst comparer 706; a second comparer 710; a valve monitor 752; acontrol mode determiner 754; and an activation signal sender 750. Thesecond comparer 710 compares the accessed user-induced inputs topredetermined user-induced inputs threshold values 748 found at, in oneembodiment, the database 716 (in another embodiment, a database residingexternal to the control system 704. Further, in various embodiments, thecontrol system 704 optionally includes any of the following: a database716, a hold-off timer 726; a tracker 730; a hold logic delayer 732; arebound settle timer 728; a weightings applicator 734; and a signalfilter 736. The database 716, according to various embodiments,optionally includes predetermined acceleration threshold values 718 andpredetermined user-induced inputs threshold values 748. In variousembodiments, the predetermined user-induced inputs threshold values 748include predetermined velocity threshold values 720. In otherembodiments, the predetermined user-induced inputs threshold valuesinclude any of the following values: steering velocity threshold value;shock absorber velocity threshold value; brake velocity threshold value;steering position threshold value; throttle position threshold value;shock absorber position threshold value; and brake threshold value.

In one embodiment, the control system 704 may be part of a vehiclesuspension damper 100 (that is, for example, on a side-by-side), or itmay be wire/wirelessly connected to the control system 704. As will bediscussed below, the control system 704 of FIG. 7 is further configuredfor comparing a set of values associated with at least one user-inducedinput (such as a user turning a steering wheel and the velocityresulting therefrom) with at least one user-induced input thresholdvalue.

Embodiments of the present invention provide for a control system 704that accesses a set of control signals 742 (control signal 742A, controlsignal 742B and control signal 742C; it should be appreciated that theremay be any number of control signals, depending on the number of sensorscoupled with vehicle components) that includes both acceleration valuesand a set of values associated with user-induced inputs (such asvelocity values [of a steering wheel being turned and/or a throttlepedal being pressed upon and/or released] measured by a set ofgyrometers). It should be appreciated that the set of sensors 740A, 740Band 740C (hereinafter, set of sensors 740, unless specifically notedotherwise) attached to the vehicle component 738A, 738B and 738C(hereinafter, vehicle component 738, unless specifically notedotherwise), respectively, may include one or more sensors, such as, butnot limited to, accelerometers and gyrometers. In some embodiments, theacceleration values with respect to the four-wheeled vehicles arelateral (side-to-side motion) and longitudinal g's (forward andbackwards motion). In other embodiments, the acceleration values withrespect to four-wheeled vehicles are lateral g's, longitudinal g's andvertical g's (up and down motion). User-induced inputs, according toembodiments, are those inputs by a user that cause a movement to avehicle component of the vehicle. For example, user-induced inputs mayinclude, but are not limited to any of the following: turning a steeringwheel; pressing a brake pedal (the ON/OFF resultant position of thebrake pedal being pressed is measured); and pressing a throttle pedal (avelocity and/or position of the throttle pedal is measured). Thus, a setof values associated with the user-induced inputs may be, but are notlimited to being, any of the following user-induced inputs: a measuredvelocity value of the turning of a steering wheel; a brake's on/offstatus; velocities associated with pressing down on the brake and/or thethrottle pedal; and the difference in the positions of the throttlepedal before and after being pressed (or the absolute throttleposition). Of note, the user-induced inputs that are measured are inputsreceived before acceleration is measured, yet relevant in quicklydetermining corrective damping forces required to control the roll,pitch and heave once experienced. Thus, the user-induced inputs areprecursors to the sensed accelerations of various vehicle components(e.g., vehicle wheels).

Once these values (measured acceleration value and the set of valuesassociated with the user-induced inputs) are accessed by the controlsignal accessor 756, the first comparer 706 and the second comparer 710compare these values to threshold values, such as those found in thedatabase 716 (a store of information). Further, according toembodiments, the activation signal sender 750 sends an activation signalto the power source 758 to deliver a current to one or more of firstelectronic valve 300 and second electronic valve 310 of electronic valveassembly 106, based upon the following: 1) the comparison made betweenthe measured acceleration value and the predetermined accelerationthreshold value 718 discussed herein; 2) the comparison made between themeasured velocity of the steering wheel as it is being turned (the setof values associated with user-induced inputs) and the predeterminedvelocity threshold value 720 of the predetermined user-induced inputsthreshold values 748; and 3) the monitoring of the state of electronicvalve assembly 106.

It should be appreciated that embodiments may include, but are notlimited to, other configurations having a control system inwire/wireless communication with the vehicle suspension damper to whichit is controlling, such as: 1) a vehicle with only one control systemthat is wire and/or wirelessly connected to all vehicle suspensiondampers attached thereto; 2) a vehicle with one control system attachedto one vehicle suspension damper, wherein the one control systemcontrols the other control systems attached to other vehicle suspensiondampers (that are attached to different wheels) of the vehicle; and 3) avehicle with one control system that is not attached to a vehiclesuspension damper, wherein the one control system controls other controlsystems that are attached to vehicle suspension dampers on the vehicle.

It should be noted that any of the features disclosed herein may beuseful alone or in any suitable combination. While the foregoing isdirected to embodiments of the present invention, other and furtherembodiments of the invention may be implemented without departing fromthe scope of the invention, and the scope thereof is determined by theclaims that follow.

What we claim is:
 1. An electronic valve assembly for a vehiclesuspension damper, said electronic valve assembly comprising: a firstelectronic valve disposed along a fluid flow path extending between acompression region of a damping cylinder and a fluid reservoir chamber,said first electronic valve configured to control flow of fluid fromsaid compression region of said damping cylinder into said fluidreservoir chamber; a second electronic valve disposed along a fluid flowpath extending between a rebound region of said damping cylinder andsaid compression region of said damping cylinder, said second electronicvalve configured to control flow of fluid from said rebound region ofsaid damping cylinder into said compression region of said dampingcylinder; and wherein a first distance between said first electronicvalve and said damping cylinder is greater than a second distancebetween said second electronic valve and said damping cylinder.